CN117436372A - Engine original-row root value prediction method and device - Google Patents
Engine original-row root value prediction method and device Download PDFInfo
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Abstract
The invention provides a method and a device for estimating a Soot value of an original row of an engine, which relate to the technical field of engines, and comprise the following steps: acquiring an actual excess air coefficient of an engine; obtaining a filtering value of an actual excess air coefficient; determining a correction coefficient according to the actual excess air coefficient and the filtering value; and correcting the steady-state Soot mass flow determined according to the current fuel injection quantity and the rotating speed of the engine by using the correction coefficient to obtain the original exhaust root value of the engine. The method and the device can improve the accuracy of the estimated result of the original rank root values of the engine in different environments and different working states.
Description
Technical Field
The invention relates to the technical field of engines, in particular to a method and a device for estimating a base station boot value of an engine.
Background
A DPF (Diesel Particulate Filter ) is installed in a tail pipe of a diesel vehicle for filtering and trapping particulate matters in exhaust gas of a diesel engine, and Soot particles (Soot) are important particulate matters in the exhaust gas of the diesel engine.
In long-term operation of the DPF, particulate matters in the trap are gradually increased, which causes an increase in back pressure of the engine and a decrease in engine performance, so that the particulate matters deposited in the DPF need to be removed periodically to restore the filtering performance, and accurate estimation of the original exhaust Soot value of the engine is a key link of the process.
Since the engine may operate in various environments, such as a high temperature environment and/or a low pressure environment, etc., and the engine may operate in various operating conditions, such as a vehicle on which the engine is located traveling on an expressway or on a city road, etc. Therefore, how to improve the accuracy of the estimated result of the original rank boot value of the engine in different environments and different working states becomes a technical problem to be solved urgently.
Disclosure of Invention
The invention provides an original-row root value estimation method and device for an engine, which are used for solving the problem that the accuracy of an original-row root value estimation result of the engine in different environments and different working states is difficult to improve in the prior art.
The technical scheme of the invention is as follows:
the invention provides a method for estimating a Soot value of an engine original row, which comprises the following steps:
acquiring an actual excess air coefficient of an engine;
acquiring a filtering value of the actual excess air coefficient;
determining a correction coefficient according to the actual excess air coefficient and the filtering value;
and correcting the steady-state Soot mass flow determined according to the current fuel injection quantity and the rotating speed of the engine by using the correction coefficient to obtain the original exhaust root value of the engine.
Optionally, obtaining the filtered value of the actual excess air coefficient specifically includes:
determining a filter coefficient according to the current rotating speed of the engine;
and obtaining a filtering value of the actual excess air coefficient under the filtering coefficient.
Optionally, determining a correction coefficient according to the actual excess air coefficient and the filtering value specifically includes:
dividing the filtering value by the actual excess air coefficient to obtain a first actual transient attitude of the engine;
and determining the correction coefficient according to the first actual transient state and the actual excess air coefficient.
Optionally, determining a correction coefficient according to the actual excess air coefficient and the filtering value specifically includes:
subtracting the actual excess air coefficient from the filtering value to obtain a second actual transient attitude of the engine;
and determining the correction coefficient according to the second actual transient state and the actual excess air coefficient.
Optionally, correcting the steady-state Soot mass flow determined according to the current fuel injection quantity and the current rotating speed of the engine by using the correction coefficient to obtain an original-row Soot value of the engine, which specifically comprises the following steps:
based on a preset original steady-state boot value graph, determining steady-state Soot mass flow of the engine according to the current fuel injection quantity and the current rotating speed of the engine;
and correcting the steady-state Soot mass flow by using the correction coefficient to obtain the original exhaust Soot value of the engine.
Optionally, the preset original machine steady state boot value graph is an original machine steady state boot value graph corrected by using the environmental temperature data and the environmental pressure data.
The invention also provides a device for estimating the original rank root value of the engine, which comprises the following steps:
the first data acquisition module is used for acquiring the actual excess air ratio of the engine;
the second data acquisition module is used for acquiring the filtering value of the actual excess air coefficient;
the determining module is used for determining a correction coefficient according to the actual excess air coefficient and the filtering value;
and the correction module is used for correcting the steady-state Soot mass flow determined according to the current fuel injection quantity and the rotating speed of the engine by using the correction coefficient to obtain the original exhaust Soot value of the engine.
Optionally, the second data acquisition module is specifically configured to:
determining a filter coefficient according to the current rotating speed of the engine;
and obtaining a filtering value of the actual excess air coefficient under the filtering coefficient.
Optionally, the determining module is specifically configured to:
dividing the filtering value by the actual excess air coefficient to obtain a first actual transient attitude of the engine;
and determining the correction coefficient according to the first actual transient state and the actual excess air coefficient.
Optionally, the determining module is specifically configured to:
subtracting the actual excess air coefficient from the filtering value to obtain a second actual transient attitude of the engine;
and determining the correction coefficient according to the second actual transient state and the actual excess air coefficient.
The invention adopts the technical scheme and has the following beneficial effects:
an engine original-row boot value estimation method comprises the following steps: acquiring an actual excess air coefficient of an engine;
acquiring a filtering value of the actual excess air coefficient; determining a correction coefficient according to the actual excess air coefficient and the filtering value; and correcting the steady-state Soot mass flow determined according to the current fuel injection quantity and the rotating speed of the engine by using the correction coefficient to obtain the original exhaust root value of the engine. Based on the method, the steady-state Soot mass flow of the engine is corrected based on one signal of the actual excess air coefficient of the engine, and the signal of the actual excess air coefficient does not need to be manually calibrated, and the value accords with the working environment and the working state of the engine, so that the accuracy of the estimated result of the original exhaust Soot value of the engine in different environments and different working states can be improved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are required to be used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only embodiments of the present invention, and that other drawings can be obtained according to the provided drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic flow chart of an engine original bank boot value estimation method provided by an embodiment of the invention;
FIG. 2 is a schematic diagram of parameter variation of an engine under different operating conditions according to an embodiment of the present invention;
FIG. 3 is a logic schematic diagram of an engine original bank boot value estimation method according to an embodiment of the present invention;
fig. 4 is a schematic structural diagram of an engine original bank boot value estimation device provided by an embodiment of the present invention.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
In order to make the solution of the present invention easier to understand, the following explains some technical terms that may be related to the present invention:
ECU (Electronic Control Unit ): an engine control strategy and the like are stored inside.
DOC (Diesel Oxidation Catalyst, oxidation catalytic technology): and (3) coating noble metals such as platinum and palladium, and the like, and is used for oxidizing fuel injected during DPF regeneration, raising the temperature to 600 ℃ and preparing for DPF regeneration in the early stage.
DPF: the air flow is forced to pass through the porous wall surface by means of the inlet and outlet of the carrier holes of the trap which are alternately plugged, so that the trapping of particulate matters in the air flow is realized, the trapping efficiency is more than 90%, and the emission pollutants such as PM2.5 in waste gas are effectively reduced. When the particulate trap is excessive, fuel injection is required to perform DPF regeneration, specifically, carbon particulates trapped in the DPF at 600 ℃ chemically react with O2 (if the intake air amount is too small, the reaction speed of the carbon particulates with O2 is slow, resulting in long regeneration time).
Active regeneration: and spraying diesel oil into the aftertreatment by using a control strategy, reacting O2 with the diesel oil in the DOC to generate high temperature, increasing the temperature in the DPF, and burning carbon particles in the DPF by using the high temperature. Active regeneration does not require the driver to stop and generally does not affect the driving needs of the driver.
Currently, DPFs are installed in tail pipes of diesel vehicles for filtering and trapping particulate matters in exhaust gases of diesel engines, and Soot particles (Soot) are important particulate matters in the exhaust gases of diesel engines.
During long term operation of a DPF, particulate matter in its trap may gradually increase, which may cause an increase in engine back pressure, resulting in a decrease in engine performance, and therefore, it is necessary to periodically remove particulate matter deposited inside the DPF to restore its filtering performance. Currently, particulate matter deposited inside the DPF is removed by active regeneration technology, and the timing of active regeneration of the DPF is determined according to the carbon loading inside the DPF. When estimating the carbon loading in the DPF, estimating the original exhaust Soot value of the engine, and then determining the carbon loading in the DPF according to the original exhaust Soot value of the engine. Therefore, accurate estimation of the original exhaust Soot value of the engine is a key link for active regeneration of the DPF.
The method for calculating the original Soot value (original Soot value=original exhaust Soot value×dpf trapping efficiency) of Soot trapped after DPF of diesel engine exhaust is as follows: determining the current steady-state soot mass flow of the engine according to the current rotating speed and the fuel injection quantity of the engine, and multiplying the steady-state soot mass flow by DPF trapping efficiency to obtain the soot mass flow trapped by the DPF; meanwhile, the correction amount is determined according to the change values of the original steady-state air-fuel ratio and the transient air-fuel ratio of the engine. And finally, correcting the mass flow of the soot trapped by the DPF by using the correction amount to obtain the corrected mass flow of the soot trapped by the DPF, namely the original soot value trapped by the soot discharged by the diesel engine after passing through the DPF.
However, in the above scheme, because the steady-state air-fuel ratio of the engine is obtained through manual calibration, the steady-state air-fuel ratio of the engine under different environments and different working states is difficult to obtain; and in the above scheme, the correction amount is determined by using two signals (variables) of the steady-state air-fuel ratio of the original engine and the change value of the transient air-fuel ratio, and more variables make the accuracy of the correction amount lower, so that the accuracy of the mass flow of the soot trapped by the DPF after correction is lower. Therefore, based on the scheme, according to the original Soot value and the DPF trapping efficiency, the original exhaust Soot value of the engine under different environments and different working states is difficult to accurately estimate.
Based on the method and the device, in order to improve the accuracy of the estimation result of the original bank boot value of the engine in different environments and different working states, the invention provides an estimation method and a device of the original bank boot value of the engine.
The technical scheme of the invention is described in detail below with reference to the accompanying drawings.
Fig. 1 is a schematic flow chart of a method for estimating a Soot value of an engine bank according to an embodiment of the present invention. As shown in fig. 1, the present process includes:
step 101: the actual excess air ratio of the engine is obtained.
Specifically, the excess air ratio, also called λ, represents the degree of difference between the actual air-fuel ratio and the stoichiometric air-fuel ratio of the engine, and its calculation formula is as follows:
λ=actual air-fuel ratio/theoretical air-fuel ratio
Wherein, when λ=1, the actual air-fuel ratio is equal to 14.7, indicating that the mixture concentration is just equal to the stoichiometric air-fuel ratio; when lambda is less than 1, the actual air-fuel ratio is less than 14.7, which indicates that the air is insufficient to form a rich mixture; at lambda > 1, the actual air-fuel ratio is greater than 14.7, indicating that air is excessive, resulting in a lean mixture.
Step 102: and obtaining a filtering value of the actual excess air coefficient.
Specifically, the actual lambda is filtered by a low-pass filter to obtain a filtered value lambda of the actual lambda 0 Wherein the low pass filter may be a PT type filter.
Step 103: and determining a correction coefficient according to the actual excess air coefficient and the filtering value.
In the embodiment of the present invention, step 103: the determining of the correction coefficient according to the actual excess air coefficient and the filter value may specifically include:
(1) Let the filtered value lambda 0 Dividing by the actual lambda to obtain a first actual transient r of the engine λ1 I.e. r λ1 =λ 0 Actual lambda.
(2) According to the first actual instantaneous attitude r λ1 And actual lambda, determining the correction factor.
In particular, the first actual instantaneous attitude r is different λ1 And the correction coefficient under the actual lambda can be obtained through pre-calibration. In a specific example, as shown in Table 1 below, the values in each of the tables in the first row are different first actual transients r λ1 The values in each table in the first column are different actual lambda, and the values in the other tables are corresponding to the first actual instantaneous attitude r λ1 And a correction factor at actual lambda.
TABLE 1
Thus, in accordance with the first actual transient state r λ1 And the actual lambda, when the correction coefficient is determined, the correction coefficient can be determined according to the first actual instantaneous attitude r λ1 And actually lambda lookup table 1 to obtain the corresponding correction coefficient.
FIG. 2 shows an engine according to an embodiment of the present inventionSchematic of the parameter variation under different operating conditions. Referring to fig. 2, the engine is accelerated at a large acceleration, for example, in 1S, the throttle of the engine is increased from 0% to 100% in which case the actual lambda and lambda of the engine 0 The specific change value characterization of (a) is shown in the figure (a); and, when the engine is accelerating at a small acceleration, for example, within 5S, the throttle of the engine is increased from 0% to 100% in the case where the actual lambda and lambda of the engine 0 The specific change value characterization of (a) is shown in the graph (b). It can be seen from a combination of the graphs (a) and (b) that the magnitude of the rate of change of the actual lambda of the engine at any instant in time is the same as the first actual instantaneous r of the engine at that instant in time λ1 The values of (2) are positively correlated.
Based on this, referring to table 1, assuming that the first engine and the second engine are simultaneously accelerating, the acceleration of the first engine is greater than the acceleration of the second engine, at the first time, the actual λ of the first engine and the second engine are both 3, the first actual instantaneous attitude r of the first engine and the second engine λ1 Are all 1. Next, since the acceleration of the first engine is greater than the acceleration of the second engine, it can be assumed that the actual λ of the first engine is 1.8, the actual λ of the second engine is 2, and the first actual instantaneous state r of the first engine at the second time in conjunction with the law shown in fig. 2 λ1 2.4, the first actual transient r of the second engine λ1 1.8, it is known from the lookup table 1 that, at this time, the correction coefficient of the first engine is 104, and the correction coefficient of the second engine is 24, and it can be seen that the change rate of the actual λ of the engine at any time is positively correlated with the correction coefficient of the engine at that time, and the larger the correction coefficient of the engine is, the larger the corresponding original rank root value is, so that it can be obtained that the change rate of the actual λ of the engine at any time is positively correlated with the original rank root value of the engine at that time, and this is consistent with the actual operation rule of the engine, so that the accuracy of the estimated result of the original rank root value can be ensured to a certain extent.
When the correction coefficient is used to correct the steady-state Soot mass flow determined according to the current fuel injection quantity and the rotation speed of the engine to obtain the original exhaust Soot value of the engine, the steady-state Soot mass flow is multiplied by the correction coefficient to obtain the original exhaust Soot value of the engine, so that the larger the correction coefficient of the engine is, the larger the corresponding original exhaust Soot value is.
In the embodiment of the present invention, step 103: according to the actual excess air coefficient and the filtering value, the method for determining the correction coefficient can specifically further comprise:
(1) Let the filtered value lambda 0 Subtracting the actual excess air coefficient lambda to obtain a second actual transient state r of the engine λ2 I.e. r λ2 =λ 0 -an actual lambda.
(2) According to the second actual instantaneous attitude r λ2 And actual lambda, determining the correction factor.
It should be noted that, the implementation processes of the two specific implementations of step 103 are the same or similar, so the specific implementation process of this embodiment may refer to the above embodiment, and will not be described herein again.
Step 104: and correcting the steady-state Soot mass flow determined according to the current fuel injection quantity and the rotating speed of the engine by using the correction coefficient to obtain the original exhaust root value of the engine.
The embodiment of the invention adopts the technical scheme, and the method for estimating the original exhaust root value of the engine comprises the following steps: acquiring an actual excess air coefficient of an engine; acquiring a filtering value of the actual excess air coefficient; determining a correction coefficient according to the actual excess air coefficient and the filtering value; and correcting the steady-state Soot mass flow determined according to the current fuel injection quantity and the rotating speed of the engine by using the correction coefficient to obtain the original exhaust root value of the engine.
Based on the method, the steady-state Soot mass flow of the engine is corrected based on the signal of the actual excess air coefficient of the engine, and the accuracy of the correction coefficient is higher due to fewer variables, so that the accuracy of the calculated original-row Soot value is higher; and the signal of the actual excess air coefficient does not need manual calibration, and the value accords with the working environment and the working state of the engine. Therefore, the method and the device can improve the accuracy of the estimation result of the original rank root values of the engine in different environments and different working states.
In the embodiment of the present invention, step 102: obtaining a filtered value of the actual excess air factor, which may include:
(1) And determining a filter coefficient according to the current rotating speed of the engine.
(2) And obtaining a filtering value of the actual excess air coefficient under the filtering coefficient.
In practical application, the engine speeds are different, and the corresponding filter coefficients are also different, and the filter coefficients influence the filter values, which in turn influence the actual instantaneous r λ Thus, the actual instantaneous attitude r of the engine at different speeds and the same actual lambda λ Different.
Based on the above, in the scheme, the filter coefficient is determined according to the current rotation speed of the engine, and then the filter value of the actual excess air coefficient under the filter coefficient is obtained, so that the fitting degree of the filter value and the actual situation can be improved, the accuracy of the calculation result of the filter value is improved, and the actual instantaneous attitude r calculated based on the filter value is further improved λ Accuracy of (3). The method is beneficial to improving the accuracy of the estimated result of the original rank root values of the engine in different environments and different working states.
In one specific example, the corresponding filter coefficients for the engine at different speeds are shown in Table 2 below. It should be noted that, under different rotation speeds of the engine, the corresponding filter coefficients are the prior art, and this embodiment is only illustrative.
TABLE 2
In the embodiment of the present invention, step 104: correcting the steady-state Soot mass flow determined according to the current fuel injection quantity and the rotating speed of the engine by using a correction coefficient to obtain an original exhaust Soot value of the engine, wherein the method specifically comprises the following steps:
and determining the steady-state Soot mass flow of the engine according to the current fuel injection quantity and the current rotating speed of the engine based on a preset steady-state Soot value graph of the original engine.
And correcting the steady-state Soot mass flow by using the correction coefficient to obtain the original exhaust Soot value of the engine.
Specifically, a preset original steady state boot value graph is used for representing steady state Soot mass flow of the engine under different oil injection amounts and rotating speeds, and the steady state Soot mass flow can be obtained through calibration of a laboratory. After the steady-state Soot mass flow of the engine is determined, the steady-state Soot mass flow can be multiplied by a correction coefficient to obtain the original exhaust root value of the engine.
In the embodiment of the invention, the preset original machine steady state boot value graph can be the original machine steady state boot value graph corrected by using the environmental temperature data and the environmental pressure data.
Specifically, the preset original steady-state boot value map can be corrected according to the working environment of the engine, for example, when the engine works in a severe cold environment, the preset original steady-state boot value map can be corrected according to the collected environmental temperature data; when the engine works in a plateau environment, the collected environmental pressure data can be utilized to correct a preset steady-state boot value diagram of the engine. Therefore, the accuracy of the steady-state boot value graph of the preset original machine can be improved, and the accuracy of the estimated result of the original-row boot values of the engine in different environments and different working states can be improved.
In order to more clearly illustrate the above technical solution, an overall implementation of the method for estimating the Soot value of the original bank of the engine according to the present invention is illustrated in fig. 3.
Fig. 3 is a logic schematic diagram of an engine original bank boot value estimation method according to an embodiment of the present invention. As shown in fig. 3, in the process of estimating the original exhaust spot value of the engine, determining the steady-state Soot mass flow of the engine according to the current fuel injection quantity and the rotating speed of the engine based on a preset original steady-state spot value graph; meanwhile, determining a filter coefficient according to the current rotating speed of the engine; obtaining the actual lambda of the engine and the filter value lambda of the actual lambda under the filter coefficient 0 Let lambda 0 Dividing by the actual lambda to obtain a first actual transient r of the engine λ1 Based onPreset transient correction map (same principle as table 1 above, used to represent different r λ1 And correction system at actual lambda), according to r λ1 And actual lambda, determining the correction factor. And finally, multiplying the correction coefficient by the steady-state Soot mass flow to obtain the original exhaust Soot value of the engine.
Based on a general inventive concept, the invention also provides an engine original-row root value estimating device. Fig. 4 is a schematic structural diagram of an engine original bank boot value estimation device provided by an embodiment of the present invention. As shown in fig. 4, the present apparatus includes:
a first data acquisition module 41 for acquiring an actual air excess ratio of the engine.
A second data acquisition module 42 for acquiring a filtered value of the actual excess air ratio.
A determining module 43 for determining a correction factor based on the actual excess air factor and the filtered value.
And the correction module 44 is used for correcting the steady-state Soot mass flow determined according to the current fuel injection quantity and the rotating speed of the engine by using the correction coefficient to obtain the original exhaust root value of the engine.
Optionally, the second data acquisition module 42 may be specifically configured to:
(1) And determining a filter coefficient according to the current rotating speed of the engine.
(2) And obtaining a filtering value of the actual excess air coefficient under the filtering coefficient.
Optionally, the determining module 43 may specifically be configured to:
(1) Dividing the filtered value by the actual excess air factor to obtain a first actual transient state of the engine.
(2) And determining a correction coefficient according to the first actual transient state and the actual excess air coefficient.
Optionally, the determining module 43 may be further specifically configured to:
(1) And subtracting the actual excess air coefficient from the filtered value to obtain a second actual transient state of the engine.
(2) And determining a correction coefficient according to the second actual transient state and the actual excess air coefficient.
Optionally, the correction module 44 may specifically be configured to:
(1) And determining the steady-state Soot mass flow of the engine according to the current fuel injection quantity and the current rotating speed of the engine based on a preset steady-state Soot value graph of the original engine.
(2) And correcting the steady-state Soot mass flow by using the correction coefficient to obtain the original exhaust Soot value of the engine.
Optionally, the preset original machine steady state boot value graph is an original machine steady state boot value graph corrected by using the environmental temperature data and the environmental pressure data.
For the foregoing method embodiments, for simplicity of explanation, the methodologies are shown as a series of acts, but one of ordinary skill in the art will appreciate that the present invention is not limited by the order of acts, as some steps may, in accordance with the present invention, occur in other orders or concurrently. Further, those skilled in the art will also appreciate that the embodiments described in the specification are all preferred embodiments, and that the acts and modules referred to are not necessarily required for the present invention.
It should be noted that, in the present specification, each embodiment is described in a progressive manner, and each embodiment is mainly described as different from other embodiments, and identical and similar parts between the embodiments are all enough to be referred to each other. For the apparatus class embodiments, the description is relatively simple as it is substantially similar to the method embodiments, and reference is made to the description of the method embodiments for relevant points.
The steps in the method of each embodiment of the invention can be sequentially adjusted, combined and deleted according to actual needs, and the technical features described in each embodiment can be replaced or combined.
The modules and the submodules in the device and the terminal of the embodiments of the invention can be combined, divided and deleted according to actual needs.
In the embodiments provided in the present invention, it should be understood that the disclosed terminal, apparatus and method may be implemented in other manners. For example, the above-described terminal embodiments are merely illustrative, and for example, the division of modules or sub-modules is merely a logical function division, and there may be other manners of division in actual implementation, for example, multiple sub-modules or modules may be combined or integrated into another module, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be an indirect coupling or communication connection via some interfaces, devices or modules, which may be in electrical, mechanical, or other forms.
The modules or sub-modules illustrated as separate components may or may not be physically separate, and components that are modules or sub-modules may or may not be physical modules or sub-modules, i.e., may be located in one place, or may be distributed over multiple network modules or sub-modules. Some or all of the modules or sub-modules may be selected according to actual needs to achieve the purpose of the embodiment.
In addition, each functional module or sub-module in the embodiments of the present invention may be integrated in one processing module, or each module or sub-module may exist alone physically, or two or more modules or sub-modules may be integrated in one module. The integrated modules or sub-modules may be implemented in hardware or in software functional modules or sub-modules.
Those of skill would further appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both, and that the various illustrative elements and steps are described above generally in terms of functionality in order to clearly illustrate the interchangeability of hardware and software. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
The steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied directly in hardware, in a software unit executed by a processor, or in a combination of the two. The software elements may be disposed in Random Access Memory (RAM), memory, read Only Memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.
Finally, it is further noted that relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (10)
1. The method for estimating the original exhaust spot value of the engine is characterized by comprising the following steps of:
acquiring an actual excess air coefficient of an engine;
acquiring a filtering value of the actual excess air coefficient;
determining a correction coefficient according to the actual excess air coefficient and the filtering value;
and correcting the steady-state Soot mass flow determined according to the current fuel injection quantity and the rotating speed of the engine by using the correction coefficient to obtain the original exhaust root value of the engine.
2. The method for estimating an original exhaust spot value of an engine according to claim 1, wherein obtaining the filtered value of the actual excess air ratio specifically comprises:
determining a filter coefficient according to the current rotating speed of the engine;
and obtaining a filtering value of the actual excess air coefficient under the filtering coefficient.
3. The method for estimating an original exhaust spot value of an engine according to claim 1, wherein determining a correction coefficient according to the actual excess air ratio and the filter value comprises:
dividing the filtering value by the actual excess air coefficient to obtain a first actual transient attitude of the engine;
and determining the correction coefficient according to the first actual transient state and the actual excess air coefficient.
4. The method for estimating an original exhaust spot value of an engine according to claim 1, wherein determining a correction coefficient according to the actual excess air ratio and the filter value comprises:
subtracting the actual excess air coefficient from the filtering value to obtain a second actual transient attitude of the engine;
and determining the correction coefficient according to the second actual transient state and the actual excess air coefficient.
5. The method for estimating an original rank of a Soot value of an engine according to claim 1, wherein correcting the steady-state Soot mass flow determined according to the current fuel injection amount and the rotation speed of the engine by using the correction coefficient to obtain the original rank of the Soot value of the engine specifically comprises:
based on a preset original steady-state boot value graph, determining steady-state Soot mass flow of the engine according to the current fuel injection quantity and the current rotating speed of the engine;
and correcting the steady-state Soot mass flow by using the correction coefficient to obtain the original exhaust Soot value of the engine.
6. The method for estimating an engine original bank boot value according to claim 5, wherein the preset original steady state boot value map is an original steady state boot value map corrected by using environmental temperature data and environmental pressure data.
7. An engine original bank boot value estimation device is characterized by comprising:
the first data acquisition module is used for acquiring the actual excess air ratio of the engine;
the second data acquisition module is used for acquiring the filtering value of the actual excess air coefficient;
the determining module is used for determining a correction coefficient according to the actual excess air coefficient and the filtering value;
and the correction module is used for correcting the steady-state Soot mass flow determined according to the current fuel injection quantity and the rotating speed of the engine by using the correction coefficient to obtain the original exhaust Soot value of the engine.
8. The device for estimating an original rank boot value of an engine according to claim 7, wherein the second data acquisition module is specifically configured to:
determining a filter coefficient according to the current rotating speed of the engine;
and obtaining a filtering value of the actual excess air coefficient under the filtering coefficient.
9. The device for estimating an original rank boot value of an engine according to claim 7, wherein the determining module is specifically configured to:
dividing the filtering value by the actual excess air coefficient to obtain a first actual transient attitude of the engine;
and determining the correction coefficient according to the first actual transient state and the actual excess air coefficient.
10. The device for estimating an original rank boot value of an engine according to claim 7, wherein the determining module is specifically configured to:
subtracting the actual excess air coefficient from the filtering value to obtain a second actual transient attitude of the engine;
and determining the correction coefficient according to the second actual transient state and the actual excess air coefficient.
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